Automatic train-control apparatus



June 4, 1929- P. J. CLIFFORD 1,716,209

AUTOMATIC TRAIN CONTROL APPARATUS original Filed oct. 22, 192s @sheets-sheet 1 June 4 1929- P. .1. CLIFFORD 1,716,209

AUTOMATIC TRAIN CONTROL APPARATUS y original Filed oct. 22, 192s Q sheets-sheet 2 i Pam-11 alg/"01d,

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AUTOMATIC TRAIN lCONTROL APPARATUS June 1929.

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'P. J. CLIFFORD AUTOMATIC TRAIN CONTROL APPRATU'S Original Filed Oct. 22, .1923 9 Sheets-Shea?l l I. Il Il 1| Ilwml d w nwww NNSNN m l w NWS@ N Mx/M Patented June 4i, 1929.

UNITED STATEY tirare rre.

PATRICK J'. CLIFFORD, OF PECKVILLE, PENNSYLVANIA, ASSIGN OR TO TRAIN CONTROL CORPORATION OF AMERICA, OF NEW YORK, N. Y., A CORPORATION OF DELA- wenn.

AppIicaton filed October 22, 1923.

The invention relates to the Clifford system ot train control in which electric current is picked up from the trailic rail system, by a relay on the engine in a conductor in contact at its ends with the rail system, so as to receive current due to the potential drop between the points of contact of said concluetor .vith the rails. This primary relay `con trols apparatus on the engine to give an indication, whether by signal means or train stop means, or both, on the engine, of the trailic condition of an adjacent or of a nearby block.

One object of the present invention is to provide means whereby after a required stop of the train has been eifected either by the hand of the engineer or automatically, in a dead block, the engineer may proceed at a predetermined low speed, but may not eX- ceed that speed, Without getting another stop, until after the restrictive conditions in advance have cleared.

The accompanying diagrams Figs. 1 to 11 illustrate the apparatus on the engine under different conditions. l

Figs. 12, 13 and 14 are details.

Fig. 15 is a diagram of the air system. y

Fig. 16 is a view of an automatic air release valve and an engineers disabling valve.

Fig. 17 is a view of locking means for the engineers disabling valve.

Fig. 1S is a diagrammatic view of the primary relay PR.

Fig. 19 is a detail view of the engineers disabling valve.

Fig. 2O is a diagram ol' track circuits.

The apparatus includes, a primary relay PR on the engine in a conductor receiving current from the tra'l'lic rails of a live block, said relay being` of the form shown in Fig. 18 and hereinafter more fully referred to, said primary relay being indicated in other tigures conventionally at PR; also a clear7 or normal relay USAR; an advance signal relay ASAR; a time limit relay TL, to defer automatic braking, say, for 2O seconds, in a caution block, at moderate speed; a brake solenoid controlling the setting of the brakes, and cab signals Y, R and Gr, indicating yellow, red and green. The primary relay, as in the Clif'l'ord system, has three positions, neutral, When the engine is in a dead block; on contact C1, When the engine is on an energized block with clear conditions ahead, and on contact Ad, When the engine is on AUTOMATIC TRAIN-CONTROL APPARATUS.

Serial No. 670,124.

an advance block, i. e., an energized block., with restrictive conditions existing in the second block ahead, i. e., the block next on the other side ot the caution block. The ASAR and CSAR relays are five seconds retarded.

Speed control is accomplished in the present invention through a circuit including four elements, viz: a speed indicator SI having a pointer and index, and three'relays of which the one marked OS has its contact closed when the engine is at rest: LS (10W speed) is closed at any speed from O to vsay 5 M. P. H. and MS (moderate speed) is closed at any speed from 0 to say 35 M. P. H. The circuit which includes these four elements derives its current from a tachometer (magneto or voltage. generator) marked TAC driven from the aXle of the engine by a flexible shaft. These three speed relays are adjusted as to torque to give the different contact closing effects stated above.

There is also in this system a magnet or solenoid DVL (disabling valve lock) controlling a lock Jfor vthe engineers disabling valve, which, When the train comes to a stop, will be energized to release the lock vand thus release the disabling valve, so that it can be returned to normal open positionto restore control to the engineer, this mechanism is shown in Figs. 15, 16 and 17, as an example. This disabling valve is to insure the train coming to a stop when automatic braking` takes place, and it may be of any desired form.

The solenoid 30 controls braking by controlling a valve EAV. The said valve when seated by the energized solenoid 30 cuts off the escape of equalizing reservoir pressure through pipe 39 and thus holds thebrakes oli. When the solenoid is deenergized equalizing reservoir pressure coming through pipe 39 Will open the valve EAV and cause valve 19 to move, causing port-s 16a and 51 to communicate by the shifting of the valve portion 19a and equalizing reservoir air Will thus pass to the right hand side of the piston B4E and this will move leftivard and operate arm B8 to turn a valve into position to cut oit connection between the main reservoir and the usual brake system, such as Westinghouse, and thus render the engineer incapable of recharging the train line.

In doing` this the valve B8 cuts off pipe 50a from pipe 50.

The piston 19 continuing its travel opens port 22 allowing pressure in chamber D of lestinghouse automatic brake valve H to go to atmosphere, thus reducing train line pressure and causing an automatic brake application.

A disabling valve lock DVL is used to maintain the engineers disabling valve in the position just discussed for preventing the engineer from recharging the train pipe and releasing the brakes. This lock is not applied directly to the engineers disabling valve though this might be done. Instead it is applied to a valve D, which outs olie cominunication between the sections of pipe 57il leading from the main reservoir to the conduit 57 which leads to the left hand side of the kpiston B4 ot the disabling valve for forcing it to the right to open up communication between pipe 501l and 50. This valve can be unseated to supply air pressure to conduit 57 'for restoring the engineers disabling valve to normal open position by a hand lever Dt, but this hand lever cannot be operated until the train has come to a stop, because a lock D5 holds the stem D3 locked and it is this stem which must be operated by the handle D1 in order to unseat D1 and allow air to go to the disabling valve to restore it. This lock is controlled by a magnet DS which when the train is running is deenergized. The deenergizing of the inagnetDS and the consequent release of the disabling valve lock D5 of DVL to enable theengineer to restore the engineers disabling valve toV open position is dependent on two factors.

One of these is the closing oi Contact at D3Q when the solenoid 30 is again energized and the valve EAV has closed consequent upon the train coming down to the prescribed low speed oit say 5 miles per hour, and the other factor is the closing ofthe tachometer pointer D11 on Contact D9 when the train comes to a stop. lVhen this happens the brake solenoid has been energized and so tar as this is concerned the train is ready to proceed excepting that the brakes have not yet been released.

The release or" the brakes is dependent upon restoring the disabling valve to open position, so that the engineer can recharge the train line, but this cannot be done until after the train has come down to the prescribed condition, i. e. to a stop with tachometer'pointer D11 closed onto Contact D9.

Both contacts D9 and D30 are in the circuit or' the tachometer and magnet D8. The battery of this circuit is at D12. This tachometer contact may be no speed contact OS of the tachometer. Instead or' battery D12 the main battery may be used.

Then the valve EAT closes it brings the port 191 in valve member' 191 into position to connect passage 5l with a supplemental eX- haust port 22 leading to atmosphere, so that in restoring the engineers disabling valve to open position (at the right) air pressure will discharge through this port from the right hand side of the piston Bt. lVhen pressure enters the passage 57 to the chamber Ba, and has forced the piston Bt rightwardvto open the engineers disabling valve, this pressure eX- hausts through port 103.

Referring to certain details or' the engineers disabling valve, it will be noted that the piston B1 is normally locked by a plug B3. The irst effect of air pressure entering through ports 4611 and 5l upon opening of valve EAV is to supply chamber Bm from whence air pressure goes through port 5l and check valve olfL to space 51 at lett of plunger B1 thus forcing this plunger rightward until its groove B2 comes opposite the plunger B3 whereupon said plunger is free to rise into said groove and release the piston B1 which then under pressure of air in chamber Ba moves leftward and operates arm BS to close pipe 501L which cuts oit air from the engineers automatic brake valve and thus prevents th-e engineer from recharging the train pipe, and releasing the brakes.

When piston B1 reaches its lei-tward limit it is locked by the plunger B3 falling into'the notch BG and as soon as this happens the piston B1 will move leftward owing to the air pressure entering through port 51" which pressure Vadded to that of the' spring B7 (which latter may be omitted) will give the piston B1 the movement stated. This will bring the plain part of this piston over the locking plunger B3 and hold this down.

The parts will be held in this position with the engineers automatic service valve (HG lVestinghouse) disabled until pressure has bled away from chamber B00 back through port 51, 19d to atmosphere through port 22 (the valve EAV having closed) and also until the disabling valve lock has been released by reason of the train coming to a stop land finally until the engineer after the above conditions have been assumed, operates the valve D1 or other valve to supply air pressure through port 57. This air pressure will pass through a check valve B1G to the left hand side of the piston B1, thus moving it to the right to bring the groove B2 thereof in line with locking plunger B3, so that the latter can rise and not obstruct the movement of piston B4 back to normal position, which happens beause or" the pressure of air eX-erted in the chamber Ba supplied through port 57. This air iinally exhausts through port 103. lVhen the piston B4 is all the way towards the right, the plunger B3 drops into the notch B5 to lock the piston B4 in its normal position. Thereupon the piston B1 moves leitward under action of its spring B7. A port Bp bleeds chamn ber 51 when B1 is rightward. V

Referring to Fig. 19, which shows the Vengineers disabling valve per se, the arm B8 is keyed to the shaft B9 which rotates two discs B10 and B11 which are keyed to each other by a key B12. The motion of the arm turns the discs to open or close an opening B1 in a stationary partition B14'. `When closed, this cuts oill communication between the pipes 50, 50a, thus cutting ofi the supply of the main reservoir air from the engineers automatic brake valve lil, and. therefore preventing him from recharging the train line.

The relays marked LR and STRJ (stick re lay) perform novel functions inthe present invention, as will bedescribed hereinafter.

The brake controlling solenoid, as just stated, operates to open the air supply Valve EAV, when cle-energized, and the opening of this valve supplies equalizing reservoir pressure to operate the apparatus which automatically releases train line air for setting t-he brakes and which automatically disables the engineers automatic brake valve by closing the Avalves B10, B11 in the connection which supplies main reservoir air to the engineers automatic brake valve.

There is also provided in the present invention means for checking the proper operation of the speed control apparatus. Any failure or breakage in either the mechanical or electrical equipment of the speed control mechanism might, under certain conditions, cause a false clear failure. A failure of this character would, however, duplicate the conditions exist-ing with the train standing still and the Contact l of the OS (no speed) relay would be closed, because no current would be passing through its coil, and its Contact would be at rest. This condition lights a light SCL, as will be seen in Fig. l, Where the heavy lines indicate the through the lightlocated, say, in the face of the speed indicator', and through the closed contact l of no speed relay QS. ln this position or any other convenient one the light will notify the engineer that his speed control apparatus is out of service because of some failure therein. This notice of a fault will occur if the train is moving. Tf, however, the train is standing still, then the light becomes self-checking, since it should be normally lighted when the train is standing.

In the use of the apparatus a train in a clear block may proceed at any desired speed under a green light, and the condition of the signal circuits and the train control circuit may be traced in Figs. l and 2, in which the heavy lines represent the active circuits.

It will be noted that the 'primary relay is receiving current from the traiiic rail system of the energized block and has closed on normal contact C1 and that brake controlling solenoid 30 is energized and the brakes are off. In Fig. 2, the train being in moti n, the speed control light SCL is out.

F 3 shows the circuits when the train is in an advance block energized by a current whose polarityA has been reversed, due to restrictive conditions existing in the block,

circuit.

next beyond the caution block, see Fig. and f 1 the desc 'iption relative thereto occurring hereinafter. Tn such case the primary relay PR closes on contact Atl, Vand the yellow signal is lighted, in addition to the green, informing the engineer, in advance of the caution block, of the restrictive` condition in the next block beyond the caution block. In this F ig. 3 also it will be seen that brake solenoid is still energized and the brakes are off. also as the speed control features are operating properly, the .speed control light SCL is out, the train speed being above M. P. H. and all speed controlled contacts of OS, LS and MS being open.

lvhen the train passes'a caution signal, and enters a dead block, primary relay PR goes to neutral position and an immediate brake application will result (Fig. 4l), unless the train is proceeding at lessthan, say, 35

l. H., in which latter case a path of energization will be provided through the TL relay contact and the 0 to 35 M. P. H. contact, until the slow acting TL relay opens at the end of 20 seconds, (Figs. 5, 6 and 7), and yellow light is lighted as long as the brake application is withheld, as shown in diagram, Fig. 5, but when, after the delay of 20 seconds, the solenoid SO, andhence relay LR, are deenergized, the red light is lighted, as in Fig. 6.

After a brake application, either automatic or manual, and the train has comete a fullstop, the solenoid 30 is immediately energized as a result of this stopping, and this elfect is shown in Fig. 8,'it being due to the closing of contact 2 of stick relay STR, and which relay was energized by the vmaking of the contact 2 of no speed relay OS. n

lllhen the stick relay STR is energized as a result of the closing of contact 2 of the no speed relay OS, an additional path of current is established 'for keeping this stick relay energized, through its own contact l and the contact l of the lowy speed'relay LS. Hence, although the train starts and the contact 2 of the no speed relay OS opens as shown in F ig. 9, the stick relay STR will be maintained energized so long as this low speed is maintained, say, at or below 5 lf, however', the train exceeds this speed, then the contact l of the low speed relay LS will open and .stick relay'STR will be deeny and its contacts l and' 9. will o pen and the brake solenoid yagain will be deenergized and the brakes will be set, this condition being represented in Fig. 6, and vwith the red lamp lighted.

lt may be noted that for the advance signal the yellow and green lights are used.

The primary relayis in continuous conductive connection with the electrical track system, but is not limited to its use with direct current in saidsystem.

As another form of apparatus a distance control relay may be employed, taking the place of certain of the relays abovedescribec .l

This distance Control relay in one terni ot the invention may take the place ot the time limit relay TL, and in another torni it may take'the place oit the TL relay and other relays. This distance control relay, as shown inrF ig. l() at DR, will, under all conditions, stop a train in a dead block at a prescribed distance after passing a caution signal, re-

gar-dless et its speed or the number of intermediate stops it may make, so long as the block remains dead. If, however, the signal ahead goes to caution or clear, the relay lQ'R is reset, and no automatic stop occurs. lt an automatic step occurs at a high speed-i. e., passing the caution signal at or above 35 M`. P. Trlthe train must be brought to a lull stopte releasethe disabling valve lock DVL, after vwhich it may proceed up to 35 M. l). H., until-the distance specified is traversed, when it will again be stopped.

The stick relay STR comes into action only after the distance relay DR has functioned, when its function is the same as in the 1 receding circuits.

The light relay LR is eliminated when this distance control relay is employed. By means of a shoe or sliding contact C on the DR relay, the yellow light is lighted as soon as the train enters a dead block. As the carriage or nut N on the relay screw DS moves, the red light R is lighted, indicating the approach of the braking point. As the braking point is reached, the yellow light goes out, and the brakes are applied. As soon as relay STR is energized, the yellow light is again lighted,

indicating to the engineman that he may proceed under control speed.

The mechanical construction oit the DR relay is as follows:

A screw shaft DS is mounted on the engine, preterably with its axisextending upwardly, and is driven by a suitable connection or flexible shaft from one of the aXles. This screw shaft is adapted to cause a nut N to travel thereon, which nut is controlled as to its enga gement with the screw by magnets lVl. This nut `is connected with a contact C which travels in relation to a series of contacts controlling` in proper sequence signal lights and also controlling by physical engagement certain contacts controlling the brake solenoid circuit and the stick relay circuit, so as to open the solenoid circuit and close a contact in the stick relay circuit, these contacts being indicated'in Fig. l0 at s0 and St respectively.

In the operation of this part oi the apparatus, supposing the engine enters a caution block, the magnetsM will be deenergized by the primary relay arm assuming neutral position, and the armature of magnets M will be released. allowing the nut N to engage the screw, which nut will then begin to traverse the screw, carrying with it the Contact slide C. The yellow signal will light up, as soon as contact C strikes the section y ot' the contact strip. The yellow light will persist, while the sliding Contact C maintains engagement with the contact rstrip y. The green light went out when primary relay PR assumed neutral position, owing to the engine being inthe dead block. rThe contact C, as the train approaches the braking position, will tirst bridge the break in the contact strip y and the red light R will come on, the yellow still persisting, until the Contact C has crossed the break and is on the portion r of the Contact strip, when the yellow light will go out and the red will persist alone, and at or about this time the contact so will be opened and the contact S25 will be closed ot the solenoid and stick relay circuits respectively,

Upon entering live territory and reenergizing of the magnet M, the nut N will be withtrain coming to a stop, its contact 3 closes and the yellow signal is again lighted, indicating to the engineer that he can again proceed with caution. p

The screw shaft and armature may be ar- 1anged slightly out of vertical position and the armature may be pivoted at pz' so that when released by the deenergizing of the relay magnet the armature will tall by gravity and the nut will thus be imposed on the screw in a positive manner, whereon it will rest. The position ot these parts, however, is such that when the nut is released trom the screw it will tall by gravity, together with contact C, to the starting point.

It will be understood that when the nut (l runs oft ot the screw at its upper end, it will be maintained in this upper position by resting on jthe shoulder of the screw, until the magnet M is energized and the armature is drawn back, carryingl the nut with it, whereupon the nut will be drawn away trom its support on the shoulder' and will tall by gravity back to its starting point.

In Fig. 1l T show a term ot apparatus in which a number of relays heretofore described are omitted, namely, the USAR, ASAE., the time limit relay TL, the stick relay STR, and the medium speed relay MS.

In this torni the distance control relay DR is a retarded relay to take care of any teinporary opening of the primary relay PR. The swinging arm of this PR relay is provided with divergent spring contact ends which will take care et certain irregularities which might result vfrom undue vibration.

lt the use of this torni ot apparatus the operation would be as follows:

Clem' wachtten-Under clear conditions ahead, the armature of relay PR will be on ycontact CL and current will go from plus ksignal light to minus of battery. The yellow light will be out and also the red, because the contact C of nut N will not be in engagement with the contact strip y. Furthermore, the nut N will be in its normal or lowest position out of Contact with the distance screw shaft DS. Hence solenoid contact SO will be closed. Air brake solenoid 30 will be energized from plus or" battery to safety device of tachometer shaft TS to solenoid, to contact ySO to minus'ot battery.

Advance condition-Now it, by reason of change of polarity in the track circuit, the arm ot relay PR swings to the advance signal contact Ad, the magnet of distance control relay DR, which is retarded, will remain energized, while this shift is taking place, and

all conditions will remain as just stated in connection with the clear lcondition, with the exception that in addition to the green light a white light W will be lighted, indicating in conjunction with the maintained green light that the vehicle is traversing an ad- Vance7 block, i. e., the one on the approach side of the caution block. f

Dead blooa-Now supposing the train enters a caution block. The arm of PR relay will assume neutral position because no imposed current exists in the track system to be picked up. The armature ot the distance control relay DR will tall awayl :trom the dcenergized magnet and the nut N will be set into engagement with the distance control screw DS. Further the Contact C will fall on the contact strip y and, being attached to the nut, itr will travel along the strip. The green light will go out as soon as magnet of DR is dceneigized and the yellow light will go on by the completion of itsk circuit through C and y. and this will persist until the engine reaches a point somewhat in advance of braking distance from the entrance tothe danger block when the red lightV will be lighted and both yellow and red will be on simultaneously, while contact C is bridging the insulated oint between the yellow and red sections of the strip y, r. Thereafter the contact C will travel only on the red light lsection of this strip and as the nut- N nears the ing effective the lock which will maintain the engineer in disabled'condition so tar as re-1 leasing the brakes are concerned, until the train comesto a stop.l In other words, the disabling means for preventing the engineer trom releasing the brakes, once an automatic operation of the brakes is started, is such that before the engineer can again assume control v of the running oi'l the train (he can at all times make a further train pipe reduction), the train first must have come to a stop.

Now reverting to the deenergizing of the solenoid and the consequent automatic braking action, it will be understood that after solenoid is deenergized, the nut Vwill continue to travel along the screw shaft while the train is coming to a stop after the brakes have been applied. In this iinal movement ot the nut a Contact S01 .will be closed, preparing a circuit through the brake solenoid 30 to be completed through a live mile contact l of the low speed relay LS. This latter contact is made at any speed below 5 M. l. H., hence it after coming to a stop the engineer starts up again in the dead block, he can proceed at or below 5 M. P. H., but it he exceeds this speed while in the dead block, then contact 1 of LS relay will open, solenoid 30 will be deencrgized and another stop will result. l H

There must be an interval between the breaking of the circuit of the brake solenoidA at S0 `and the making of the circuit at S01, so that the brake solenoidwill be deenergized. It S01 kwere made at the same ktime SO' is broken, then, it' this happened with the train running below' M. l). H. in the dead block, no stop would take place, because contact l the specific object vsought of bringing the train to a stop `and then proceeding at a pre-- scribed slow speed. A

The interval between the breaking oit the solenoid circuit atSO and its closing at S01, is suiiicient to initiate the operation ot the automatic brake application means, and the setting oit the engineers disabling valve, and this having been done, the brakesolenoidcan Abe reenergized, leaving the automatic inechanisin to complete the stopping ot the train.

The contact SO isiarranged to open beit'ore S01 closes and conversely it closes before S01 opens. The rod g will be held up to keep S01 closed when once closed as long as the vehicle is on. dead territory, because the nut,`

atter running off the upper end of the screw, will rest on the upper` shoulder o'll the screw and hold the rod g up. persist until the vehicle enters live territory again, whereupon the magnet of DR will beY energized, attracting its armature and with` drawing the iiut'N fromV the upper shoulder of the screw, and allowing the nut to tall by gravityto its lower-most position out of engagement with the screw. The contact C This condition will CTI falls with the nut and it is out of contact with the strip y. The green light goes on as soon as PR is energized.

It will be seen that the closing of contact 'SO is essential prior to the opening of S01, because if both contacts SO and SO1 are open at the same time, then we would get a stop not desired. The order of operation of these contacts is therefore: On dead territory when operated by the distance control, SO must open before S01 closes, because the train might be going at O to 5 M. l). H., during which speeds contact 1 of low speed relay LS would be closed. On the reverse action, i. e., :when rod Q drops, .SO must .already have closed, so that the brake solenoid circuit will be closed before S01 opens, to avoid a brake application., by deenergizing the solenoid SO.

The no speed relay OS will in this latter form of the apparatus control the disabling valve lock DVL and the check light SCL, the

stick relay and its circuit contact 2 being omitted.

Should the engineer have brought his train to a stop in the dead block short of braking distance from the red board by a manual operation of the brakes, andv should he start up again while the block is still dead, he will get an automatic application when he arrives at braking distance from the entrance to the occupied or danger block, just the same as though he had continued ruiming, because the nut will have travelled part of the length of the screw when he came .to a stop and will travel the balance of the distance to the braking point after he starts up again.

In order that the contacts SG and S01'.

may be timed in their operation relative to each other, the Contact. SOlinay be locked up when closed after SO has opened, such a lock being indicated at SL, anc this lock will vbe released after Contact SO closes by a projection on the rod g striking it. This locking means is also 'used with the Contact St of Fig. 10.

The nut of the screw shaft may be provided with a pointer moving over graduations indieating the territory Where the yellow light is on, also the red light territory and the point of braking, so that the engineer may know when his brakes must be applied in order to avoid an automatic stop. This is shown Lin Fig. 13.

.A check is provided in respect to the iieX yible drive shaft of the distance relay. This is located at TS and should the flexible shaft break, the circuit to the brake solenoid 30 will be broken and the automatic brake application will result. This checking mechanism is shown in Fig. 12, in which the brake solenoid circuit is completed through a slidable contact 7. A spring f', in case the flexible shaft fs breaks, will force this slidable contact out of place and break the solenoid circuit and stop the. train. A similar checking de vice may be employed at1thetachometer shaft in the circuit of the brake solenoid, as shown in Fig. 11, so that Aif the .tachometer drive shaft brakes, a stop will occur'.

The diagrams and description discloseembodiments of the invention, but it will be understood that these are illustrative and are not to be regarded as restrictive upon the scope of the claims setting forth the ynovel features.

Changescan be made in the wiring and in the instruments themselves.

I do not limit myself to the forms and combination of the EAV valve, engineers.dis-

abling valve and automaticair release valve shown herein, as these may be changed and still be within the scope ofthe invention. Y

Where indication means is referred to in the claims it vmeans either a signal or brake controlling means.

The primary'relay PR, Fig. 18,1is of the Depre DArsonval type, its armature `or pointer closingvon its contact, on` say, potential above plus-or minus V1.5 millivolt. This type of relay is likethat made by the TWeston Elec--A trical Instrument Co. of Newark, N. J., Model 30, and disclosed asto its general features in Letters Patent of the United States of Edward Veston, for instance, #$611,722.

oct. 4:, ieee or .te/146,489, Feb. .17., issn.

Referring to Fig'. 20, which shows the track circuits: Suppose a trainenters block Track relay T of the block #3 .will deenergize and the contacts 125-126 will open circuit from the local battery LB and relay Aw'contacts 123 and 124, 115 and 116 close the main circuit as follows:.

Left rail: Plus of the main battery H11,

contact 114, pole line, contacts .115 and .116,`

left rail from point 118 to 1.51, conductor 15.1-119, contacts 1.19-110, :contact 111:1, minus of battery. j

Right rail: IPlus-of the main battery IH, contact 122, `pole line, contacts `12S-12A, right rail from point 117 to 161, conductor 161-171, contact L17d-181, contact 1911, minus of battery. The-described paths of the main current onblock #-3 can exist only 'when the block ahead, #4, is clear. 'Relay Am ofthis -blockis energizedfand contactsof this relay 119-110, 171-181 are closed. If, however,

another train is on block #hthen v.the above gized, by presence of another train in thisV Relay B'of block #3 is shown ener-- block, contacts 17l-l81 will open above described circuit of relay Bx and its contacts drop. Contact arms of relay B00 will reverse the direction of main circuit on block ,Ja/:3, as can beeasily traced from the drawing, this opposite direction of current in the rails will light an additional advance signal7 in the cab of the locomotive.

claim:

l. 'in train control apparatus, a primary rela-y on the vehicle, energized from the track circuit, an electro-magnetic device on the vehicle controlled primarily by said relay for setting the brakes when cle-energized, relay means for re-energizing the said device when the vehicle comes to a stop in a dead block, speed governed means, a no speed contact controlled thereby for energizing the relay means when the train comes to a stop to thereby cause re-energizing of the said electro-magnetic device as stated, a slow speed contact for maintaining said relay means energized as long as the train on resuming motion is running at the prescribed slow speed, but cle-energizing said relay means if said slow speed is exceeded, to thereby cle-energize the said electro-magnetic device for setting the brakes, substantially as described.

2. In train control apparatus, a primary relay on the vehicle energized from the track system, an electrically operated device on the vehicle controlled primarily by said relayA for setting the brakes when Cle-energized, relay means having an armature in circuit with said device for rel-energizing the same when the vehicle is in a dead block and at rest, a speed controlled relay for closing a circuit to said relay means for energizing the same when the vehicle comes to rest, and a slow speed controlled relay for maintaining said relay means energized as long as the train on resuming motion is running at the prescribed slow speed, but rie-energizing said relay means if said slow speed is exceeder to thereby deenergize the said device for setting the brakes, substantially as de scribed.

3. In train control apparatus, a primary relay on the vehicle energized from the track system, an electricaliy operated device on the vehicle for causingy setting of the brakes when de-encrgized and controlled primarily by the primary relay, a brake deferring relay controlling the said electrical device to defer braking at a prescribed moderate speed, relay means to effect rte-energizing of the said electrical device, after the train has come to a stop in a dead block, speed governed means for energizing Vsaid relay means when the vtrain comes to rest, also for maintaining said relay means energized below a prescribed slow speed, and to cle-energize said relay means, and therefore said device, when said slow speed is exceeded, to make a brake application, said speed governed means also eliminating the function of the brakedeferring Y relay if the speed exceeds a, prescribed mod-' crate rate, substantially as described.

4. In train control apparatus, a primary relay on the vehicle energized from the track system, an electrical device on the vehicle for causing setting of the brakes when'de-y energized, vrelay means for effecting re-energizing of said device after the train has come to rest in a dead block, an engineers disabling valve mechanism to insure the train coming to a stop when the said electrical device is deenergized, means for energizing the relay means when the train comes to rest to thereby re-energize said device, and speed governed means for maintaining said relay means energized below a resumed prescribed slow speed and to deenergize said relayfmeans, and therefore said device, when said resumed slow speed is exceeded. i

5. In train control apparatus, a primary relay on the vehicle energized from the track system, an electrical device on he vehicle for causing setting of the brakes when de-ener gized, 'relay means for effecting re-energizing of said device after the train has come to rest in a dead block, an engineei"s disabling valve mechanism to insure the train coming to a stop when the said electrical device is deenergized, means for. energizing the relay means whenthe train comes to rest to thereby re-energize said device, and speed governed means for maintaining said relay means energized below a 'resumed prescribed slow speed and to de-energize said relay means, and therefore said device. when said resumed slow speed is exceeded, said speed governed means including relays in seriesI opening under diff ferent current strengths in respect to each other derived from a generator driveny by the vehicle axle.

6. In train control apparatus, a primary relay on the vehicle. energized from the track system, an electrically operated device on the vehicle for causing setting of the brakes when cle-energized and controlled primarily Vby the primary relay, a brake deferring relay controlling the said electrical device to defer braking at a prescribed moderate speed, relay means to effect lie-energizing of the said elec-A trical device, after the train'has comete a stop in a dead block, speed governed means for energizing said relay means when lthe train comes to rest, speed governed means for maintaining said relayA means energized below a prescribed slow speed, and to de-energize said relay means, and therefore said device, when said slow speed is exceeded, to make a brake application, and speed gov-k erned means also eliminating the function of the brake deferring relay if the speed exceeds a prescribed moderate rate, each of said speed governed means including a relay, which are in series with each other and are adjusted to open their contacts in respect to each other underdiii'ercnt electric current strengths derived from a generator driven by the vehicle axle, substantially described.

7. In combination in train control apparatus, a primary relay on the vehicle energized from the track system and having three positions, clear, advance and neutral, a clear or normal relay', an advance relay, an electro-magnetic device for causing tting ot thebrakes when cle-energized, an advance signal controlled through the advance relay, signals controlled through the clear relay, a brake defcrring relay for deterring de-encrgizing of the said electro-magnetic device in a dead block at moderate speed, relay means for re-energizingthe electro-magnetic device when the train comes to rest in a dead block, speed governed means for energizing said relay means when the train comes to rest as just stated, and speed governed means for cle-energizing the relay means if the resumed speed exceeds a prescribed low limit, and speed governed means for eliminating the brake deferring relay when the train exceeds a prescribed moderate speed, substantially as described.

8.1111 combination in train control apparatus, a primary relay on the vehicle energized from the track circuit and having one position under a normal polarity current, another position under reverse polarity current, and

a neutral position under no current, a slowacting relay energized in the normal posiy tion of the primary relay, a slow actingl relay energized in the reverse position oli the primary rela-y, and both relays being (le-energized in the neutral position ot the primary relay, and indication means on the vehicle consisting of brake controlling means, controlled b the said slow actino relavs, sul Y n J 'hicle controlled primarily by said relay tor setting the 'brakes when cle-energized, a stick relay for re-energizing the said device when the vehicle comes to a stop in a dead block, speed governed means, a no speed contact controlled thereby for energizing the stick relay when the train comes to a stop to thereby cause re-energizing of the said electromagnetic device as stated, a slow speed contact for maintaining said stick relay energized as long as the train on resuming motion is ruiming at the prescribed slow speed, but cle-energizing said stick relay it said slow speeed is exceeded, to thereby cle-energize the said electro-magnetic device for setting the brakes, substantially as described.

l0. In train control apparatus, a primary relay on the vehicle energized from the track system, an electrically operated device on the vehicle controlled primarily by sai-d relay for v setting the brakes when cle-energized, a stick relay in circuit with said device for re-energizing the same when the vehicle is in a dead block and at rest, a speed controlled relay Jfor closing a circuit to said stick relay for energizing the same when the vehicle comes to rest, and aslow speed controlled relay for maintaining said stick relay energized through its stick contact as long as the train on resuming motion is running at the prescribed slow speed, but cle-energizing said stick relay it said slow speed is e'xeeededto thereby cle-energize the said device for setting the brakes, substantially as described.

il'. ln train control apparatus, a vprimary relay on the vehicle energized trom the track system, an electrically operated device on the vehicle tor causing setting of the brakes when cle-energized and controlled primarily by the primary relay, a brake deterring relay'controlling the said electrical device to deter braking at a prescribed moderate speed, a stick relay to effect re-energizing of the said electrical device,atter the train has come to a stop in a dead block, speed governed means `for energizing said stick relay when the train comes to rest, also for maintaining said stick relay energized below a prescribed slow speed, and to (le-energize said stick relay, and theretore said device, when said slow speed is eX- ceeded, to make a brake application, said speed governed means also eliminating the function of the brake deterring relay it the speed exceeds a prescribed moderate rate, substantially as described.

l2. ln train control apparatus, a primary relay on the vehicle lenergized 'from the track system, electrical device on the vehicle for causing setting ot the brakes when .de-energized, a stick relay Yfor e'lilccting re-energizing ot said device atter the train has come to rest in a dead block, an engineers disablingvalve mechanism to insure the train coming to a stop when the said electrical device is de-energized, means for energizing the stick relay when the train comes to rest to thereby reenergize said device, and speed governed means ilor maintaining said stick relay energized below a resumed prescribed slow speed and to cle-energize said stick relay, and theretore said device, when said resumed slow speed is exceeded.

i3. ln train control apparatus, a primary relay on the vehicle energized from the track system, an electrical device on the vehiclefo'r ausing setting oi the brakes when cle-energized, a stick relay lor elliecting re-cnergizing said device after the train has come to rest in a dead block, an cngineers disabling valve mechanism to insure the train coming to a stop when the said electrical device is cle-energized, means for energizing the stick relay when the train comes to rest to thereby reen-ergized said device, and speed governed means for niaintaining said stick relay energized below a resumed prescribed slow speed and to cle-energize said stick relay,and therefore said device, when said resumed slow speedfis exceeded, said speed governed means' including relays in series openings under different current strengths inl respect to each other derived from -a generatorv driven by the vehicle axle. l

111. Intrain control apparatus, a primary relay on the vehicle energized from the track system, an electrically operated device 'on the vehicle for causing setting of the vbrakes when cle-energized andcontrolled primarily by the primary relay, a brake dcferring relay controlling the said electrical device to defer braking at a. prescribed' moderate speed, a stick relay to eect re-energizing oi' the said electrical device, after the train has comete a stop in a dead block, speed governed means for energizing 'said stick relayV when the train comes to rest, speed governed means for maintaining saidV .stick relay energized below av prescribed slow speed, and to cle-energize said stick relay, and therefore said device, when-said slow speed'is exceeded, to make a brake application, and speed governed means also eliminating the function of the brake deferring relay it the speed rexceeds a prescribed .moderate vrate,'each. of said vspeed governed means including .a relay, which are in Vseries with each other and are Vadjusted to open their contacts in respect to ea-ch other under dierent electric current strengths derived' from a generator driven by the vvehicle axle, substantially as described. 1

15. In combination in train controlapparatus, a primary relay on the vehicle energized from the track system andhaving three positions, clear, advance 'and neutral, a clear7 or normal relay, an advance relay, an electro-magnetic device for causing setting of the brakes when cle-energized, an advance signal controlled through the advance relay, signals controlled through the clear relay, a brake deferring relay for deferring deenergizing' of the-said electro-magnetic de-` vice in a dead block at moderate speed, a stick :relay for 1re-energizing the electro-magnetic r device when the train comes to rest in a dead block, speed governed means for energizing said stickrelay when the-train comes to rest as just stated, and speed governedfmeans for cle-energizing the. stick relay it the resumed speed lexceeds a prescribed low limit, and

speed govcrnednieans for eliminatingtlie brake deferring relay-when the train'exceeds a prescribed moderate speed, substantially as described. A y f 1' 16.` In combination in'train control apparatus` a primary relay on the vehicle ener- Y 'l a slow acting relay energized in the normal position of the primary relay,.a. slow acting relay energized in the reverse position ofthe primary relay, and bothl relays beingv deenergized in the'neutral position ofthe'primary relay, and indication means .on-the ve,-

iii-cle, controlled by thel said slow acting relays, substantially as described. A

. 17. In train stop apparatus, the combina-4 y danger, electro-magnetic ymeans on the v ehicle for causing, setting oi' the brakes when the primary relay is de-energized,speedcontrolled means, a brakedefe'rrmg relay to gdeer automatic braking in a dead blockfor v prescribedtime interval, controlled lby said speed controlled device torender it effective at a moderate speed andv ineffective at a high speed, Acircuit connections for lightingvthe '-v caution signal in a deadyblock at moderate speed, or the danger signal athigh speed, and circuitconnections for lighting a pair of signals for an Aadvance indicationrwhengthe train is in an advance block, at least oneof said signals'being oneot the .three irstmentioned, substantially asv described. l

.18. In combination in train controlfapparatus, three signals on" the engine for clear, caution and danger, andV means for displayinga signalin an advance blockyi. e., the block on the approach side of tlicvcaution block, when restrictiverconditions eXistbeyond said caution block, said signal including at least oneof ,the three` signals vmentioned, substantial-lyas described. v

r 19. In combination in trainfcontrol apparatus, a primaryrelay on the vehicle, an 'electrically operated device on the'engine controlled primarily thereby and when-de-energized causing the setting of the brakes, a

disabling valve mechanism for disabling the Y engineer from recharging the train pipe,A`

means for locking saidfvalve mechanismk in disabling position,"means for automatically re-energizing the said electrical device to permit the brakes to ber'cleased, and for releasing. thelock of. the disabling valve, said means being rendered4 operativeY when the train comes to a stop, and means'for maintaining the energized condition of l.said y dcvice at a resumed slow speed, and for de.-

iso

energizing said-device. orthe setting of the y brakes it said speed 'Vis exceeded, substanltially as described.

20; In combinatlonin train control apparatus, speed governed .contactaneans for opening and: closing `controlling v circuits on-A kthe vehicle, a signal which.islightedI-when theV train is standing and thejno speedfcontact .is closed, said no speed contact being closed flac automaticallyA When the speed governor means fails, cvvhile the train is running', whereupon said signal will be lightedto notify the engineer of such failure, substantially described.

2l. In combination in train control apparatus, speed governed means for opening and closing controlling circuits on the vehicle, a

' signal which is set When the train is standing and eliminated when the train is moving, said signal serving as a check of speed control means by being set to give the signalivhen said speed controlledmeans tails, bringing about a condition in theapparatus equivalent` tothe conditions when the vehicle is standing, substantially as described. y

22. VIn combination in train control apparatus, a kprimary relayon the vehicle energized continuously by current from the train lic rail system of an energized block, and deenergized when the vehicle ison a deadblock, a distance control relay having aA member driven Atrom the vehicle axle, and almember Y driven thereby and travelling a distance pro- `When broken by said distance travelling member causes the setting of the brakes, and an electric circuit, including astick relayhaving a contact vWhich isclosed in part by said distance travelling` member, said stick relay having its circuit completed when the train comes to a stop by a no speed relay controlled contact, and closing a local circuit of theautomatic brake applying means to restore said means to normal positionr with brakes re-.

leased, substantially as described.

23. In combination in train controlA apparatus, a primary relay on the vehicle ener-k gized continuously Iby current from the traiiic rail'system of Aan energized block, and de- .energized when the vehicle ision a dead block,

a vdistance control relay having a .member driven from the vehicle axle, and a member driven therebyV andtravelling a distance proportionate tothe distance travelled by the Vehicle, when in driving engagement with said vfirst mentionedmember, said distance con- Vrtrol relay also including an electro-magnetic device controlled by the primary relay and causing the engagement ol' the members mentioned,V When saidprimary relay is de-energized, and means of train control control-led byV said travelling member, said means of `train control including an electric circuit on the vehicle, which Vwhen closed holds automatic brake applying means inactive, and W ien broken by said distance travellingT member causes the setting of the brakes, and an electriccircuit, including a stick relay having a contact Which is closed in part by said dist-ance travelling member, said sticky relay having its circuit completed When the train comes to a stop 'by a no speed relay controlled contact, and closingfa local circuit 7 of the automatic brake applying means to restore said means to normal position with brakes released,` and a contact controlled b y said stick .relay for relighting the caution signal on the engine, substantially as described. l

24. In combination in train control apparatus, a primary relay in a conductor'receiving current 'from the traiiic rail system due to the drop in potential between its points of Contact with the rail system, an electro-magnetic brakecontrolling device on the engine,- a distance control relay in circuit with the primary relay, and when cle-energized causing one of its members to travel a distance proportionate to the distance. of thefbraking lpoint from t-heentrance of the dead" block, said distance Vrelay automatically -openingthe circuit of said electro-magnetic braking means when the brakingpoi-ntfis reached, means for disabling the engineersautomatic brake valve from recharging` the train line and releasing the brakes until the train comes to a stop-,rand means orautomatically reenergizing the electro-magnetic device is the dead block as a consequence ofthe train coniing to a-stop, so that the train can proceed, substantially. as described.

25. In combination in :train cont-rol apparatus, a primary. relay in a conductor receivingcurrent fromthe traiiic rail system due to the drop in `potential between itsl points :of contact with the rail system, an electro-magnetic brake controlling device on the engine, a distance control relay in circuit With'the primary relay, and when cle-energized Vcausing one of its members vto travel a distance proportionate to the vdistance of the braking point from the entrance ofthe deadbloc'k, said distance relay automatically opening the .circuit of said .electro-magnetic braking means when: the braking point is reached, means for disabling the engineeris automatic brake valve from recharging the train -line and reileasingthe brakes until thetrain comes to a stop, and means for automatically re-energizing the electro-magnetic device in the dead block as a consequence of the train coming to a'stop, `so that the traincanproceed, vand means for de-energizing said -electromagnetic device for applying the brakes it vthe ltrain exceeds a. prescribed low speed.

26. In combination, a valve-for discharging to atmosphere equalizing reservoir pressure `for a brake application, a solenoid which when energized holds the valve closed against equalizlng reservoir pressure tending to open it, an engineers disabling valve torcut olli" his automat-ic brake valve from the main reservoir to deprive him of air for recharging the train line, said disabling valve being operated into its cut off position by equalizing reservoir air'through the valve first mentioned, and means for operating said first mentioned valve, according to the electrical condition of the bloclnsubstantially as described. y l Y 27. In combination, a valve controlling an exhaust port for equalizing reservoir air, a solenoid controlling said valve, an engineers disabling valve, a valve connected With the valve first mentioned for supplying equalizing reservoir air pressure to said engineers disabling valve for closing it to prevent the engineer from recharging the train line, a bleed port for the discharge of the operative equalizing reservoir pressure from the said disabling valve, and means connected to the solenoid operated valve for controlling said bleed port, substantially as described.

28. In combination With an engineers automatic brake valve having an equalizing piston chamber with a piston therein for controlling the B. P. EX. port valve for the discharge of train line air, a controlling valve controlling a port for the discharge of equalizing reservoir air pressure to atmosphere for thus controlling in turn the P.l EX. valve by lowering the pressure in the piston chamber, an engineers disablingvalve for preventing him from recharging the train pipe, said disabling valve being operated by equalizing reservoir pressure, and means foi' operating the controlling valvev automatically, substantially as described..

29. JApparatus according to claim 28,'in which the equalizing reservoir air is supplied to close the disabling valve before the pori to atmosphere is opened for the discharge of said equalizing air pressure. Y y

80. Apparatus according to claim 28, in

Which Va valve controls thesupply of equalc charging equalizing reservoir air to atmosphere for a brake application and electro-V magnetic` means for operating said valve -mechanism, said Vvalve mechanism being closed When said electro-magnetic means is energized, and a bleedv port Which is opened When said valve mechanism,A 1s vclosedfifor bleeding air pressure from the engineer-s disabling valve for its return to open position, substantially as described.

lIn testimony whereof, I affix my signature. i

PATRICK J CLIFFORD. 

